Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
Limited mileage data: 304 of 1,348 reports include usable mileage. There isn’t enough coverage to show a useful chart.
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
Tires. Review the 370 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Visibility. Review the 216 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Vehicle Speed Control. Review the 148 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
114 crash reports44 fire reports85 injury reports
What owners actually said
1,348 reports
69,725 miles · Jun 7, 2006
Exterior Lighting
TURNED ON LEFT TURN SIGNAL, BLINKER FLASHED 3 TIMES THEN WENT STEADY, UPON GOING STEADY SMOKE BEGAN COMING OUT OF THE EMERGENCY FLASHER SWITCH ON THE STEERING COLUMN. CAR WAS STOPPED IN TRAFFIC WHEN THIS HAPPENED. UPON TURNING SIGNAL SWITCH TO OFF POSITION SMOKE STOPS. THIS ONLY HAPPENS WHEN THE VEHICLE IS STOPPED AND DOES NO…
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TURNED ON LEFT TURN SIGNAL, BLINKER FLASHED 3 TIMES THEN WENT STEADY, UPON GOING STEADY SMOKE BEGAN COMING OUT OF THE EMERGENCY FLASHER SWITCH ON THE STEERING COLUMN. CAR WAS STOPPED IN TRAFFIC WHEN THIS HAPPENED. UPON TURNING SIGNAL SWITCH TO OFF POSITION SMOKE STOPS. THIS ONLY HAPPENS WHEN THE VEHICLE IS STOPPED AND DOES NOT HAPPEN WHEN LEFT TURN SIGNAL IS ACTIVATED WHILE THE VEHICLE IS MOVING. IS MY VEHICLE GOING TO CATCH ON FIRE? WAS THERE A RECALL WE WERE NOT NOTIFIED OF? *JB
NHTSA ODI #10159250
69,725 miles · Jun 7, 2006
Exterior Lighting
WHILE STOPPED IN TRAFFIC, TURNED ON LEFT TURN SIGNAL, THE SIGNAL BLINKED 3 TIMES THEN SMOKE CAME FROM THE EMERGENCY BLINKER SWITCH ON THE STEERING COLUMN AND THE TURN SIGNAL BECAME A STEADY LIGHT. I PLACED THE TURN SIGNAL SWITCH IN THE OFF POSITION AND TURNED IT BACK ON, SAME THING HAPPENED. HOWEVER, IF I TURN ON THE TURN SIGN…
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WHILE STOPPED IN TRAFFIC, TURNED ON LEFT TURN SIGNAL, THE SIGNAL BLINKED 3 TIMES THEN SMOKE CAME FROM THE EMERGENCY BLINKER SWITCH ON THE STEERING COLUMN AND THE TURN SIGNAL BECAME A STEADY LIGHT. I PLACED THE TURN SIGNAL SWITCH IN THE OFF POSITION AND TURNED IT BACK ON, SAME THING HAPPENED. HOWEVER, IF I TURN ON THE TURN SIGNAL WHILE THE CAR IS MOVING, THIS DOES NOT HAPPEN. THIS SITUATION HAPPENED 3 TIMES THIS DAY AND HAS NOT REPEATED. MY HUSBAND CHECKED THE CAR LATER IN THE DAY AND WAS NOT ABLE TO GET THIS TO REPEAT. *JB
NHTSA ODI #10159243
166,592 miles · Jun 5, 2006
Tires
DT*: THE CONTACT STATED WHILE DRIVING AT 55 MPH THE RIGHT AND LEFT FRONT TIRES BLEW OUT ONE WEEK APART. THERE WERE NO PROBLEMS WITH THE STEERING PRIOR TO THE INCIDENT. THE TIRE PRESSURE WAS 32. THERE WAS NO BULGING NOTICED IN THE TIRES.
NHTSA ODI #10159016
81,500 miles · May 30, 2006
Vehicle Speed ControlCrash
DT*: THE CONTACT STATED ON TWO SEPARATE OCCASIONS THE VEHICLE HAS SUDDENLY ACCELERATED. THE FIRST INCIDENT WAS IN FEB 2000 AND THE SECOND WAS MAY 26, 2006. ON BOTH OCCASIONS THIS OCCURRED WHILE PULLING INTO A PARKING SPACE AT 3MPH. THE FIRST TIME THE VEHICLE HIT THE SIDE OF A BUILDING THAT WAS ABOUT 15 FEET AWAY CAUSING PROPE…
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DT*: THE CONTACT STATED ON TWO SEPARATE OCCASIONS THE VEHICLE HAS SUDDENLY ACCELERATED. THE FIRST INCIDENT WAS IN FEB 2000 AND THE SECOND WAS MAY 26, 2006. ON BOTH OCCASIONS THIS OCCURRED WHILE PULLING INTO A PARKING SPACE AT 3MPH. THE FIRST TIME THE VEHICLE HIT THE SIDE OF A BUILDING THAT WAS ABOUT 15 FEET AWAY CAUSING PROPERTY DAMAGE. THE SECOND TIME THE VEHICLE HIT A TREE THAT WAS ABOUT 15-20 FEET AWAY. EVEN THOUGH BRAKE PRESSURE WAS APPLIED THE VEHICLE WOULD NOT STOP. THE POLICE WERE ALERTED FOR THE FIRST INCIDENT AND A REPORT WAS FILED. THE DEALERSHIP HAS NOT BEEN ALERTED. A PREVIOUS COMPLAINT WAS FILED WITH THE NHTSA REGARDING THE FIRST INCIDENT. ONE YEAR LATER, THE NHTSA CALLED THE CONTACT TO SEE IF THE FAILURE HAD OCCURRED A SECOND TIME. THE CONTACT IS FILING ANOTHER COMPLAINT TO ALERT THE NHTSA THE DEFECT HAS OCCURRED AGAIN. UPDATED 06/15/06 -
NHTSA ODI #10158513
Mileage unknown · May 22, 2006
Fuel System, Gasoline
WHILE DRIVING AT APPROXIMATELY 35 MILES PER HOUR, MY 1999 FORD EXPLORER LOST ALL POWER. MY FOOT WAS ON THE ACCELERATOR AND I WAS TRAVELING AT A CONSTANT SPEED. IT WAS VERY, VERY SCARY AND I WAS LUCKY TO STEER THE CAR INTO A TURNING LANE PRIOR TO THE VEHICLE LOSING ALL MOMENTUM AND COMING TO A COMPLETE STOP. I HAD THE VEHICLE …
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WHILE DRIVING AT APPROXIMATELY 35 MILES PER HOUR, MY 1999 FORD EXPLORER LOST ALL POWER. MY FOOT WAS ON THE ACCELERATOR AND I WAS TRAVELING AT A CONSTANT SPEED. IT WAS VERY, VERY SCARY AND I WAS LUCKY TO STEER THE CAR INTO A TURNING LANE PRIOR TO THE VEHICLE LOSING ALL MOMENTUM AND COMING TO A COMPLETE STOP. I HAD THE VEHICLE TOWED TO THE DEALERSHIP WHERE THEY TOLD ME THAT THE PROBLEM MIGHT BE THE FUEL PUMP, BUT THEY DIDN'T SEEM TOO SURE ABOUT IT, WHICH WORRIED ME TO THE POINT THAT I HAVE DECIDED NOT TO HAVE IT REPAIRED AT THIS TIME. I AM NOW AFRAID TO DRIVE MY CAR IN THE EVENT THAT THIS COULD HAPPEN AGAIN! *NM
NHTSA ODI #10158044
95,204 miles · May 8, 2006
Electrical System
DT*: THE CONTACT STATED THE WINDSHIELD WIPERS, POWER WINDOWS AND IGNITION WARNING CHIME FAILED DUE TO THE GEM CIRCUIT. THERE IS A NHTSA RECALL, # 00V072000, REGARDING THE FUSES AND CIRCUIT BREAKERS. THE VIN WAS NOT INCLUDED IN THE RECALL.
NHTSA ODI #10157025
34,000 miles · May 5, 2006
Seats
HERE IS THE COMPLAINT(S) SENT TO FORD MOTOR CO ABOUT MY 1999 EXPLORER: I HAVE HAD REPEATED PROBLEMS WITH THE DRIVER SEAT BREAKING. IT YIELDS AN UNSAFE CONDITION AND SHOULD BE RECALLED. I AM VERY DISSATISFIED WITH THIS REPEATED PROBLEM. I HAVE LOST THE USE OF MY CAR AND MONEY ON SEVERAL OCCASIONS. IT IS CURRENTLY IN FOR THE SAM…
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HERE IS THE COMPLAINT(S) SENT TO FORD MOTOR CO ABOUT MY 1999 EXPLORER: I HAVE HAD REPEATED PROBLEMS WITH THE DRIVER SEAT BREAKING. IT YIELDS AN UNSAFE CONDITION AND SHOULD BE RECALLED. I AM VERY DISSATISFIED WITH THIS REPEATED PROBLEM. I HAVE LOST THE USE OF MY CAR AND MONEY ON SEVERAL OCCASIONS. IT IS CURRENTLY IN FOR THE SAME REPAIR AGAIN. I HAVE BROUGHT THIS TO YOUR ATTENTION IN THE PAST AND HAVE NOT RECEIVED ANY HELP. PLEASE RESPOND TO THIS IN WRITING AND LET ME KNOW MY OPTIONS. THANKS FOR YOUR ATTENTION TO THIS MATTER. I THEN CALLED THEN AND THEN EMAILED THEM THIS FOLLOW UP:I CALLED THE NUMBER YOU REQUESTED AND SPOKE WITH JASON AND AM DISSATISFIED WITH ANSWER HE GAVE ME. HE DID SAY HE WOULD REPORT MY CASE TO THE ENGINEERING DEPARTMENT. I WOULD ENCOURAGE YOU TO DO THAT AS I BELIEVE THE STRUCTURE OF YOUR DRIVER'S SEATS ARE NOT PROPERLY DESIGNED AND ARE UNSAFE. MY EXPERIENCE WITH THEM IS THAT THE ADJUSTMENT MECHANISM BENDS AND THEN THE FRAME FRACTURES AND THEN THE SEAT CAN POSSIBLE SNAP OFF. OBVIOUSLY THIS IS A SERIOUS PROBLEM IF THIS OCCURS WHILE DRIVING. I AM A REGISTERED STRUCTURAL ENGINEER BY PROFESSION SO I UNDERSTAND THE BASIC PRINCIPLES OF THIS ISSUE. YOUR ENGINEERS SHOULD CHECK THEIR CALCULATIONS AND/OR CHECK THE METALLURGY OF THE SEAT COMPONENTS. THERE IS NO REASON FOR A PROPERLY DESIGNED SEAT TO BREAK LIKE MINE HAS. PROBABLY NEVER BUY ANOTHER FORD, PRIMARILY BECAUSE OF THIS AND THE LACK OF STANDING BEHIND YOUR PRODUCT. *NM
NHTSA ODI #10156854
135,000 miles · May 3, 2006
Service Brakes, Hydraulic
BRAKE FLUID LEVEL DROP IN RESERVOIR CORRESPONDING TO BRAKE PAD WEAR, WILL RESULT IN AIR ENTERING BRAKE SYSTEM AND RESULTING IN LOSS OF BRAKE PEDAL EFFICIENCY, PRIOR TO FLUID LEVEL IN RESERVOIR REACHING THE MIN. LEVEL WHEN VEHICLE IS ON LEVEL GROUND. FLUID WAS FLUSHED/BLED BUT ANTI-LOCK LIGHT REMAINS ON AND BRAKE EFFICIENCY IS N…
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BRAKE FLUID LEVEL DROP IN RESERVOIR CORRESPONDING TO BRAKE PAD WEAR, WILL RESULT IN AIR ENTERING BRAKE SYSTEM AND RESULTING IN LOSS OF BRAKE PEDAL EFFICIENCY, PRIOR TO FLUID LEVEL IN RESERVOIR REACHING THE MIN. LEVEL WHEN VEHICLE IS ON LEVEL GROUND. FLUID WAS FLUSHED/BLED BUT ANTI-LOCK LIGHT REMAINS ON AND BRAKE EFFICIENCY IS NOTICEABLY DETERIORATED. *JB
NHTSA ODI #10156741
50,000 miles · Apr 11, 2006
Seats
DT*: THE CONTACT STATED A POPPING NOISE WAS HEARD THEN THE BOTTOM OF THE DRIVER'S SEAT HAD BROKEN. WHEN THE CONTACT SITS IN THE SEAT, THE SEAT LEANS TO THE RIGHT SIDE. THE DEALERSHIP HAS NOT BEEN NOTIFIED.
NHTSA ODI #10155040
Mileage unknown · Apr 4, 2006
StructureInjury
1999 EXPLORER HOOD DOES NOT STAY OPEN WHEN LIFTED. *TS THE GAS LIFT SUPPORTS FAILED AND CAUSED THE HOOD TO COME CRASHING DOWN ON THE CONSUMER'S HEAD. THE HOOD CAUSED A GASH AND SWELLING ON THE CONSUMER'S FOREHEAD. *NM
FORD IS RECALLING MODEL YEARS 1995-2003 WINDSTAR, 2000-2003 EXCURSION DIESEL, 1993-1997 AND 1999-2003 F-250 SD THROUGH F-550 SD DIESEL, 1992-2003 E-150 THROUGH E-550, 1995-2002 EXPLORER, 1997 AND 2002 MERCURY MOUNTAINEER, 1995-1997 AND 2001-2003 RANGER, AND 1994 F53 VEHICLES EQUIPPED WITH THE TEXAS INSTRUMENTS SPEED CONTROL DEACTIVATION SWITCH (SCDS). THE SCDS MAY LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
Consequence & remedy
Consequence: A VEHICLE FIRE COULD OCCUR WITH OR WITHOUT THE ENGINE RUNNING.
Remedy: FORD WILL NOTIFY OWNERS THAT DEALERS WILL INSTALL A FUSED WIRING HARNESS IN LINE WITH THE SCDS. ON 1999-2003 WINDSTAR VEHICLES WITH A LEAKING SCDS, DEALERS WILL ALSO INSPECT THE ABS CONTROL MODULE CONNECTOR AND REPAIR AS NECESSARY. REPAIRS WILL BE COMPLETED FREE OF CHARGE. THE SAFETY RECALL BEGAN ON OCTOBER 27, 2009. OWNERS MAY CONTACT FORD AT 1-888-222-2751.
ON CERTAIN PICKUP TRUCKS, PASSENGER VEHICLES, SPORT UTILITY VEHICLES, AND MOTOR HOMES CHASSIS, THE SPEED CONTROL DEACTIVATION SWITCH MAY, UNDER CERTAIN CONDITIONS, LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
Consequence & remedy
Consequence: THIS COULD RESULT IN AN UNDERHOOD FIRE.
Remedy: DEALERS WILL INSTALL A FUSED WIRING HARNESS. OWNERS OF THE PASSENGER CARS INCLUDED IN THIS CAMPAIGN WILL BE INSTRUCTED TO RETURN THEIR VEHICLES TO THEIR DEALERS TO HAVE THE SPEED CONTROL DEACTIVATION SWITCH DISCONNECTED AS AN INTERIM REPAIR. AS SOON AS REPAIR PARTS ARE AVAILABLE (EXPECTED OCTOBER 2007), OWNERS WILL BE INSTRUCTED TO RETURN TO THE DEALERS FOR INSTALLATION OF A FUSED WIRING HARNESS. THE RECALL BEGAN ON AUGUST 13, 2007, AND MAILING COMPLETED BY SEPTEMBER 19, 2007. OWNERS MAY CONTACT FORD AT 1-888-222-2751.
ON CERTAIN SPORT UTILITY VEHICLES EQUIPPED WITH SPEED CONTROL AND 4.0L SOHC ENGINES, IF THE STRAND COVER ON THE SPEED CONTROL CABLE BECOMES FLARED AT THE END, THE SPEED CONTROL CABLE MAY BIND WHEN THE SPEED CONTROL IS ACTIVATED.
Consequence & remedy
Consequence: THE THROTTLE RETURN SPRING FORCE MAY NOT BE SUFFICIENT TO OVERCOME THE BINDING CONDITION WHEN THE SPEED CONTROL IS DISENGAGED. BRAKING FUNCTION WOULD BE MAINTAINED THOUGH STOPPING DISTANCES MAY BE INCREASED.
Remedy: DEALERS WILL INSPECT THE SPEED CONTROL CABLE AND, IF NECESSARY, REPLACE IT. OWNER NOTIFICATION BEGAN AUGUST 29, 2003. OWNERS SHOULD CONTACT FORD AT 1-800-392-3673.
ON CERTAIN SPORT UTILITY VEHICLES EQUIPPED WITH HIGH BACK SEATS, THE UPPER BOLT ON THE DRIVER'S SIDE HIGH BACK SEAT, THAT ATTACHES THE SEAT RECLINER MECHANISM TO THE SEAT BACK FRAME, COULD FRACTURE. IF THE BOLT FRACTURES AND DOES NOT JAM IN THE SEAT BACK FRAME, THE SEAT BACK MAY RECLINE UNTIL IT MAKES CONTACT WITH AN OBJECT BEHIND THE SEAT, SUCH AS THE SECOND ROW SEAT CUSHION.
Consequence & remedy
Consequence: THE DRIVER COULD POTENTIALLY LOSE CONTACT WITH THE STEERING WHEEL OR FOOT PEDALS DURING SUCH AN EVENT, INCREASING THE RISK OF A CRASH.
Remedy: DEALERS WILL REPLACE THE DRIVER SEAT UPPER BOLT WITH A METAL SPACER AND BOLT. IN ADDITION, SEATS WITH TUBULAR BACK FRAMES WILL HAVE THE FULLY THREADED LOWER RECLINER BOLT REPLACED WITH A PARTIALLY THREADED BOLT. OWNER NOTIFICATION BEGAN ON AUGUST 29, 2003. OWNERS SHOULD CONTACT FORD AT 1-800-392-3673.
VEHICLE DESCRIPTION: SPORT UTILITY VEHICLES EQUIPPED WITH THE 3.27 OR 3.55 AXLE RATION. THE SUBJECT VEHICLES HAVE A POWERTRAIN CONTROL MODULE THAT COULD ALLOW THE VEHICLE TO EXCEED THE DESIGN INTENT TOP SPEED. AT THESE EXTREME SPEEDS, THE VEHICLE COULD BE CAPABLE OF EXCEEDING THE SPEED RATING OF THE TIRE.
Consequence & remedy
Consequence: OPERATING THE VEHICLE ABOVE THE MAXIMUM SPEED RATING COULD LEAD TO A TIRE FAILURE WHICH AT THESE SPEEDS COULD RESULT IN A CRASH.
Remedy: DEALERS WILL REPROGRAM THE POWERTRAIN CONTROL MODULE.
VEHICLE DESCRIPTION: MULTI-PURPOSE VEHICLES EQUIPPED WITH 4.0L ENGINES AND ALL-TIME 4-WHEEL DRIVE (A4WD) POWERTRAINS. THE GENERIC ELECTRONIC MODULE (GEM) COULD EXPERIENCE A CONDITION REFERRED TO AS "LOCK-UP" IN WHICH THE GEM CONTROLLED ELECTRONIC FUNCTIONS (E.G., FRONT WINDSHIELD WIPERS, INTERIOR LIGHTS, 4X4 SYSTEM, ETC.) COULD NOT BE TURNED ON OR, IN SOME CASES IF THE FUNCTION IS ON, COULD NOT BE TURNED OFF.
Consequence & remedy
Consequence: AN INOPERATIVE WINDSHIELD WIPER SYSTEM COULD AFFECT DRIVER VISIBILITY, INCREASING THE RISK OF A CRASH.
Remedy: DEALERS WILL INSTALL A RESISTOR IN THE GEM CIRCUIT.
VEHICLE DESCRIPTION: SPORT UTILITY VEHICLES. THE RIGHT FRONT BRAKE LINE TO THE HYDRAULIC CONTROL UNIT (HCU) CONNECTION COULD SEPARATE CAUSING THE LINE TO LEAK WHEN THE BRAKE PEDAL IS APPLIED.
Consequence & remedy
Consequence: THIS COULD RESULT IN A LOSS OF BRAKE PRESSURE TO THE FRONT WHEELS, INCREASING THE STOPPING DISTANCE.
Remedy: DEALERS WILL REPLACE THE FLARE NUT ON THE BRAKE LINE.
VEHICLE DESCRIPTION: CERTAIN 1997-1999 RHD EXPLORER EQUIPPED WITH 4.0L OHV/SOHC ENGINES AND CRUISE CONTROL BUILT FROM MAY 29, 1996 THROUGH MARCH 4, 1999; 1998-1999 EXPLORER/MOUNTAINEERS EQUIPPED WITH 4.0L OHV/SOHC OR 5.0L ENGINES OR 1998-1999 RANGERS EQUIPPED WITH 2.5L, 3.0L FFV/EFI OR 4.0L ENGINES AND CRUISE CONTROL BUILT FROM JANUARY 5, 1998 THROUGH MARCH 4, 1999; 1998-1999 MUSTANGS EQUIPPED WITH 3.8L, 4.6L 2-VALVE OR 4-VALVE ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999; 1999 F250/F350/F450/F550 (OVER 8,500 LBS.) TRUCKS EQUIPPED WITH 5.4L OR 6.8L ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999; AND 1999 F-53 STRIPPED CHASSIS EQUIPPED WITH 5.4L OR 6.8L ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999. A CRUISE CONTROL CABLE CAN INTERFERE WITH THE SPEED CONTROL SERVO PULLEY AND NOT ALLOW THE THROTTLE TO RETURN TO IDLE WHEN DISENGAGING THE CRUISE CONTROL.
Consequence & remedy
Consequence: IF THE CRUISE CONTROL IS USED AND THIS CONDITION IS PRESENT, A STUCK THROTTLE COULD RESULT, WHICH COULD POTENTIALLY RESULT IN A CRASH.
Remedy: DEALERS WILL REPLACE THE CRUISE CONTROL CABLES. AT THE PRESENT TIME, THE REPLACEMENT CABLES ARE NOT AVAILABLE. CUSTOMERS ARE BEING ADVISED NOT TO USE THE CRUISE CONTROL SYSTEM UNTIL A REPLACEMENT CAN BE MADE.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
6
DP05005 · Spark Plug Ejection From Cylinder Head
Opened Sep 22, 2005 · Closed Jan 4, 2006
Status: closed (inferred from source dates) · Engine And Engine Cooling; Engine And Engine Cooling:engine; Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Additional source detail variants (3)
Engine And Engine Cooling:engine
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
PE03020 · Front Seat Back Recliner Attachment
Opened May 21, 2003 · Closed Sep 5, 2003
Status: closed (inferred from source dates) · Seats:front Assembly:recliner
BY LETTER DATED AUGUST 4, 2003, FORD NOTIFIED THE AGENCY THAT IT IS CONDUCTING A VOLUNTARY SAFETY RECALL (NHTSA RECALL NO. 03V281) INVOLVING CERTAIN MODEL YEAR (MY) 1998-2001 FORD EXPLORER / MERCURY MOUNTAINEER 4-DOOR, MY 1998-2000 FORD EXPLORER 2-DOOR AND MY 2001-2002 FORD EXPLORER SPORT AND SPORT TRAC VEHICLES EQUIPPED WITH HIGH BACK SEATS.COMPLAINTS ALLEGE THAT THE DRIVER'S SEAT BACK RECLINED WITHOUT WARNING.A BOLT BETWEEN THE UPPER SEAT RECLINER ATTACHMENT AND THE SEAT BACK FRAME MAY FRACTURE.FORD WILL REPLACE THE BOLT THAT ATTACHES THE SEAT RECLINER MECHANISM TO THE SEAT BACK FRAME ON THE DRIVER SIDE SEAT.BASED ON FORD'S SAFETY RECALL ACTION, THIS INVESTIGATION IS CLOSED.
EA01008 · Seat Belt Webbing
Opened Feb 26, 2001 · Closed Apr 25, 2002
Status: closed (inferred from source dates) · Seat Belts:front:webbing
ODI OPENED PE00-044INVESTIGATION ON NOVEMBER 3, 2000, BASED ON A REPORT REGARDING THE DEATH OF THE OCCUPANT OF THE RIGHT FRONT SEAT IN A 2000 MODEL YEAR FORD EXPLORER XLS INVOLVED IN A ROLL-OVER CRASH.IT IS ALLEGED THAT THE WEBBING OF THE BUCKLE PORTION OF THE SEAT BELT ASSEMBLY FAILED DURING THE CRASH.THE OCCUPANT WAS PARTIALLY EJECTED FROM THE VEHICLE, THEREBY SUSTAINING FATAL INJURIES.THIS INVESTIGATION HAS BEEN OPENED FOR FURTHER STUDY.
SQ99026 · Airbag System's Light Dysfunctional
Opened Nov 19, 1999 · Closed May 23, 2000
Status: closed (inferred from source dates) · Air Bags
There is no summary currently available
PE99049 · Windshield Wiper Malfunction
Opened Jul 28, 1999 · Closed Apr 24, 2000
Status: closed (inferred from source dates) · Visibility
There is no summary currently available
SQ99017 · Vehicle Hesitation/stalling
Opened Jun 9, 1999 · Closed Feb 22, 2000
Status: closed (inferred from source dates) · Power Train
Illustration